Explosive-engine.



M. KESSLER. EXPLOSIVE ENGINE.

APPLICATION FILED SEPT. e, 1907; U

Patented Dec 3, 1912.

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animator M. C. KESSLER.

, EXPLOSIYVE ENGINE.

APPLICATION FILED EPT. 6, 1907. 1,946,399,- I I Patented Dec. 3, 1912.

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M. G. KESSLER.

BXPLOSIVE ENGINE.

APPLIGATIO-N FILED SEPT; e, 1907. v

13,46,392. Patented Dec. 3, 1912.-

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svwentoz 'plnccnicnts into a into one, cylinder or the oi.

rigs. 5, '2' and S "nre the pistons therein, 1 shaft having cranks MARTIN C. KESSLER, 01* DENVER, QOLOEEJBQ, ASEEGIQ'GE'I Gill THE I DElIVEZi, Fjtlilfliillialmh corrrsnr,

EXPLUSIVE-EKV'GILFE.

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Application filer: September 6, 190?. Serial 1%. 393,675.

1 0 on whom mag,- concem;

Be it known that I, MARTIN G. Knssnnn, a citizen of the United States, residing .nt Denver, in the county of Denver mi State of Colorado, have invented certain new and. useful Improvements in Explosive-Engines, of which the following, is a. specification.

.L y invention relates to an improvement in explosive engines, the present invention being of the type known -as the four cycle with double opposcti engines,

Thc primary obicct of the present invention is to provide means for making a maximum volume of air available by compress ing the double piston displacement into a single crank case common to both cylinders and utilizing the full'chnrge of air thus con fined and compressed first in one cylinder and-then in the other, either for scavenging said cylinilers. or for augmenting the new charge whereby the combinccldisplacement of the, two pistons is not only compressed into one (illflll'lbl',blll also :1 amount or all 01 tl' combos ecl sir may he; used first in one cylinilor sntl then in thc ,othcr, or the air may be dividedv in any proportions loctwcen cylinders.

With these objects in view my invention consists in it two cylinder opposed engine having. a. common crank shaft smzl crnnli case, the crnnli; ccsc. cornnression of the two pistons lVQlli? accomplished by the simultaneous inwai Ii stroke of the two pistons, thus compressing the volume of two piston: (liscrank case common to valve mechanism isc its dischargc .r for scavengor for augmenting 'thc charge.

invention further consists in cortziin novel features of construction and combinations of parts which will hereinafter be (lescriloed and pointed out in claims.

In the accompanying drawingst -l iguro 1 is a longitudinally vertical sectionthrough the entire engine. Fig. 2 is a plan View. Figs. 3, l, and are views showing different no'sitions of the valve controlling incclmnism. are different views of the cams in end elevation.

and A are the two boiln'in connection Witt for controllnzgtlns an tc cm,

is the double crank 2 and 3 cylinders, 13 and B extending in opposite tlirections, and, and 5 are the usual connecting; cranks 2 and 3 to the pistons B and B, rcspectivcly.

C is the crank case located at the center of the engine and in which air is compressed by the simultaneous instrokcs oi the two pistons l3 and 3:. sin automatic inlet valve 6 in thccmnk case ntlmits 2t fresh supply or air with each ontwnrcl stroke or the pistons, the air being sucked in by the tendency of the pistons to create a vacuum in the crank cnsc. crank. case alongsitlcthe cylinders A anti A respectively to vnlvc cases .11 anti the passage oi sir through thcss loymasscs 8 and 10 is controlled by vslvcs Band A respectively on its way the ports and 16 through which he air discharges into the cylinders It an just above the outer cncls of the pistons and Wit-i clear as they reach the and of their instrckes. 'lhcsc vnl'vcs ZU cnzl is are normally held on their seats b rings 19 cnd 92 and they which slid s res no, 23, and 2%., 24:. Thus the springs 9 and 20 nor: anally tend to close thc valves 13 and, 14:. Various .mcnns trolling these. valvc valves, I have l now rorocc n to describe only shown a a one practical nicchnni i Y The coin shaft is jonrnnled in the ends ancl on one enti of this keyed, the teeth of 721 halt its size (not t l, so thnhthe two {(3 two, or in other inches two: revoluon of the cam shaft. rovitletlwith the nsnal E hsvs illnstmlccl te t rocls extcnciin romthese P3 By-passes 8 and 10* lead from the, 12-, and

"h the pistonsne rocls and 32 and 33, but

vslvc controlling 45 y place in cylinder A, forcing, both pistons tion, I will now describe it as one of many possible ways of operating and controlling these valves.

A cam 35, shown in Figs. 3, i, 5, and 7, is keyed by means of the spline 36 to slide on' the shaft 25' while turning with it. Thus the cam 35 is normally held in position shown in Fig. 3 by means of an expansion spring 37 on the rod 38 which rod slides through'an end of box or casing 26, and is connected with the cam In other words in its normal position one end of this cam is in position between the rounded inner endscf the rods 21 and 22. This is the position when the engine is operating under the normal or ordinary conditions,

- that is to say, for scavenging the cylinders successively or alternately upon the completion of the instroke following the explosion of a charge. Following the, engine through the four cycles, we will assume that the pistons'are at their outer stroke'or in the opposite position from that shown, the charge in the cylinder A is exploded, and the pistons move inward to the position shown in 'Fig. 1, compressing a full complement of air in the crank case. Meanwhile cam 35 has turned into the position shown in Fig; 3, opening 'talve The moment piston B opens the port- 15, the full charge of air compressed in the crank case is expelled into cylinder )1 clearing it of exhaust gases, the exhaust valve 31 being held full open by 'he cam 28. The outward stroke of piston B still further clears.

the cylinder, and as it moves outward the valve 13 closes Meanwhile piston 13 which has drawn in a newjsupply of charge during its inward stroke corresponding to the inward stroke of piston Bxrcsulting from the explosion, now compresses its charge reparatory to an explosion. Upon rear'ymng the limit of the outward stroke, corresponding to the outward stroke of [)tSlLOD,B in clearing its cylinder, the explosion takes inward, compressing a new supply of air in the crank case, and piston B drawing in a new charge into the cylinder Al Meanwhile cam 35 has reversed itself and opened valve 14 so that when piston B opens the port 16, the full supply of air compressed in the crank case issues into cylinder A, com pletely scavenging it and forcing the exhaust out through exhaust valve 31 which ,meanwhile has opened by reason of the cam 28 having turned to a posit-ion the reverse of that shown in Fig. 3. The foregoing completes the cycles of both pistons and describes the efloct under normal conditions and has nothing to do with the manual control of the valves 13 and 14-, the purpose of which is to provide an auxiliary supply of air to the cylinders to increase t-hevolume of combustion. This auxiliary supply is entirely under the control of the operator and is accomplished by sliding the rod 38 which is connected with the cam 35 against the action of spring 37. If it is desired to open so the operation continues with first one cylinder and then the other. By pushing rod 38 and cam 35 in still further, the scavenging isdecreased and the augmenting increased. WVhen the rod and cam are pushed way in as shown in Fig. 5' the scavenging is entirely cut off, and the air is all used for augmenting, that is, the air supply correspondingly increases or decreases as the air used for scavenging decreases or increases. There comes a time when there is such a great amount of air from the crank case used for augmenting the charge of the cylinders,;that the remaining quantity of exhaust gases after the exhaust stroke be comes so small in proportion to the great amount of air used that the losses are so small, that there is more to be gained by not scavenging at all, and utilizing the total crank case compression for augmenting the explosive charge, and that is what is done by the last condition described, namely that the cam opens the valve and the air is torced in as shown in Fig. 5. When the a1r is thus utilized the power of the engine is correspondingly increased, and its maxi-' mum of power is attained.

It is evident that more or less slight changes might be resorted to in the form and arrangement of theseveral parts described without departure from the spirit and scope of my invention, and hence I do not wish to limit myself to the exact con-v struction herein set forth, but Having fully described my invention what I laim as new and desire to secure by 5 crank-case and cylinders, and means within the control of the operator for con rolling and varying the passage of air from the crank-case to the en e cylinders.

2. In an engine in which two opposed pistons operate to compress air in a common crank-case, the combination of cylinders,

pistons, crank-case, and'means of communileading from cation between the e'ank-case and cylinders, and means within the control of the operator for alternately or sin'mltaneonsly controlling and varying the passage of air from the crank-case to the cylinders.

3. In a four-cycle engine, the combination of a crankcase, ylinders connected therewith, pistons in the cylinders arranged to compress air in the crank-case simultaneously on their in 'ard strokes, means of comuumicat'ionbetween the crank-case and cylinders, and means for normally discharg ing the full charge of air from the crank" case alternately into each cylinder for scavenging said cylinders.

4. in a four-cycle engine, the combination with two cylinders and pistons. a common crank case, and means for admitting air to the latter, the cylinders having bypasses leading from the crank case thereinto. of valves for said by-passes which normally open and then close, and adjustable means for positively opening and closing said valves alternately or simultaneously, either for scavenging, scavenging and augmenting, or for augmenting only.

5. In a four-cycle engine, the combination with two cylinders and pistons, a common crank case, and means for admitting air to the latter, the cylinders having by-passes leading from the crank case thereinto of valves for said by-passcs which normally open and then close, and adjustable means for positively opening and closing said valves alternately or simultaneously, either for scavenging, scavenging and augmenting, or for augmenting only, said means comprising a movable cam.

6. In a four-cycle engine, the combination with two cylinders an pistons, a common crank case, and means for admitting air to the'latter, the cylinders having by-passes the crank case theremto, of

"valves for said -by-passes which normally or for augmenting only, said open and then close, and adjustable means for positively openin and closing said valves alternately or simultaneously, either for scavenging, scavenging and augmenting means comcam which is normally rising a movable cause the release of the old in position to air in the crank case to alternately scavenge.

the cylinders I 7. In an explosive engine, the combination of two opposed cylinders, pistons therein,

means of communication, and a able tapering a common crank case having an air inlet, a crank shaft rotatable therein, connecting rods extending from the cranks to the pistons whereby the pistons make their instrokes simultaneously to compress the dis placement of air of both pistons into the crank case, means of COlilllllllllCflIiOll lJE- tween the crank case and the two cylinders, valves therein, means for opening each of said valves alternately, one on each revolution of the rank-shaft. whereby to discharge the full compiement of air in the crank-case into each cylinder for scavenge ing,

8. In an explosive engine otthe fourt-ycle type, the combination of two opposed cylinders pistons therein. a common crank case, a crank shaft rotatable therein, connecting rods extending from the cranks to the pistons, means of communication between the crank case and the two cyiinders, valves therein. and means for controllin said valves whereby the proportion of cran case compression menting purposes is variable and within the control of the operator.

9. in an engine, the combination with opposed cylinders, pistons therein, and a com mon crank case to which the cylinders are connected, and a crank shaft in the crank case connected with the pistons, of means of communication between the crank case and cylinders, alt-es controlling said means of communication, and a shiftable tapering cam for operating and controlling the case and cylinders, valves controlling said double shiftcam the opposite edges of which incline in opposite directions, cam common to both valves for operating and controlling the valves.

In testimony whereof I afix my signature in presence of two Witnesses.

MARTIN o. nnssnan. Witnesses i HERBERT G. Emmy, H. C. Bnoons, Jr.

said 

